The Ducati Monster 1200 R
Hmm, I thought, this Monster R doesn’t quite feel right. Of course, the last time I’d ridden one had been on the launch at Ascari’s vaunted track, and while bemused after riding my long-termer for the first time, I wasn’t entirely surprised. Quite often with track launches, bikes are set up for whatever circuit you’re at so they feel at their best – fair enough. So this out-of-the-box machine obviously comes withw the standard set-up, and while it’s not quite as the R was in Spain, it’s still a special ride.
Using quality kit costs both the manufacturer and the end consumer, but by Jove it doesn’t half make a difference. So, while our termer bike didn’t feel quite as sharp as the launch machines, the ride it gives on Her Maj’s finest stretches of Tarmac is superlative-inducing nonetheless. Much like the Tuono, both ends are able to feel firm yet return a decent level of bump-mapping and still provide enough effective damping to keep things in line.
If there’s an issue with the Monster’s handling, it comes mainly from one of two things. First up is ground clearance, and on the launch we had both the exhaust-valve cover go down on one side, and the gearlever on the other. And that’s with the bike’s back-end raised a touch via the fettled suspension. You could say I’m being picky here; nobody rides like this that often, and there will probably be even fewer instances of R owners taking theirs around a track. Both assumptions are more or less correct, but when something is otherwise as good as the Monster is (and everything else in this group test, to be fair), you have to focus on even the smallest foible to figure out a finishing order.
The second problem is the riding position. Yes, it’s true that on the R your right knee no longer needs a constant hotline to a physiotherapist. And, yes, I did actually say in my launch report that it feels more like a normal bike’s riding position for the first time. But once you start to jump on and off its rivals, you quickly realise that it’s still a little quirky. It’s the way you’re canted forwards, which is fine in itself, but still at a slightly stranger body angle when your hands meet the bars. I did the last 60 miles of a 1000-mile trip on the Monster and was in agony. I’d have been fine had I been riding it the entire time, but I really struggled to get comfy. I must also add that pilots of differing heights may not experience this issue.
What all riders can experience equally, however, is the thumping motor, and it’s a peach. While a bit quiet as stock, with these cans on the thing is loud enough to raise Neolithic corpses from their slumbers – 116 decibels on Castle Combe’s noise-o-meter! What I really like is that it’s almost like a Ducati engine of old – seriously grunty, arm-wrenchingly thumpy and out to cause mischief. It does tail off in fourth gear and above (while the others roar onwards), but by that point you’re already well into prison territory. The electronics are also very useful; the traction control as good as we’ve come to expect, the riding modes distinctive and the ABS is yet to intrude in any way annoyingly. The lack of a quickshifter is a big miss though, and the fact none of the other bikes which share a derivative of this engine have one either is a curious issue.
Does it really matter? Not necessarily. The gearbox is fluid enough, but a lot will depend on the person considering a purchase. Yes, dynamically it holds it back a fraction, but it’s still a miss compared with the top two bikes on test, starting with the German one.
It was a relief that our Bavarian chums decided to include this bike, the S 1000 R Sport, in its line-up as it comes with most of the important upgrades already fitted. All but one, that is, which I’ll come to.
It’s a big old girl, the singular R Thou’, there always feels like there’s a great deal of bike for the money underneath you, even before you start listing off all the special USPs it has.
The showpiece is undoubtedly that engine; an angry, ebullient and barking mad derivation from BMW’s superbike. Surprisingly, it’s not the most powerful in this test, but it isn’t far off and the way it delivers all of that boom when the throttle is pinned can take your breath away. When you’re on a fast road trying to turn it on, clicking up through the gears, you get the sense that you’re mostly hanging on for the ride. It just pulls and pulls and pulls at your arm sockets, usually with the front wheel pawing the air in the lower gears, the violence accompanied by a guttural roar from beneath your chest after each quickshift.
This bike has the electronic SACHS suspended chassis, of the semi-active variety, and it really is a window into the future. It’s been around a few years now, and while it doesn’t quite measure up to the similar (and newer) units on the superbike version, it’s utterly peachy for nearly every pace and riding situation. It alters its settings depending on which riding mode you’re in (Rain, Road and Dynamic), and then responds accordingly. The truth is that it genuinely is like a magic carpet ride for the majority of your time on it.
Motorway slogs are plush, town work terrific and on twisty roads at a healthy lick you need never think about picking up a screwdriver or spanner again.
Can you feel a ‘but’ approaching? Well there is, and it’s down to the rear shock and how it works. While for cornering shots it behaved impeccably, there were two instances where I felt a little uncomfortable. One road in Ireland was tight, twisty and had a lot of rapid undulations. The front end of the BMW was epic, faultless, in fact. The issue arose when coming off the brakes into any of the dozens of turns on this stretch. The bike would turn, but as soon as you let the brake off the rear would drop a little bit as the front rose. At least that’s how it felt, in reality the ECU (via the damping) was keeping it as flat as possible. I can see what it’s trying to do, but the upshot was that for a microsecond you realise the bike stops turning to the same effect it was when you were using the anchors loading the front. It’s not a problem, per se, it just goes against how you would expect most traditional set-ups would behave. The second instance was on a late-night motorway run, at a decent speed, while carving sweeping bends at a constant throttle. The same problem reared its head, where the rear felt like it didn’t compress or support you properly as you’d expect it to at lean. Nothing untoward occurs even if it seems as though stability is slightly compromised, it just doesn’t feel as comfortable as you’d like it to. Once again this is nit-picking in extremis, because the chassis is otherwise faultless, it can’t be anything else. If there’s an overall complaint, it’s that it always feels like a proper unit. It does everything you want but never feels dart-like lithe, flickable or light on its toes.
And while I’m having a moan, the brakes could be better. They’re good enough and have effective power, but aren’t as intuitive or as nice to use as others here. The ABS is great though, causing no issues. The traction control is likewise as impressive, especially in Dynamic mode, and neither system intrudes with the larking about. One thing missing though was the Dynamic Pro setting, which needs to be activated via a code, but wasn’t on this bike. I had that setting on my long-term machine a couple of years ago and it allows precise fiddling with the traction control and other aids, which is the only other thing I’d have liked to have played with. Yet despite these minor gripes, it’s the engine that delights and also what will always be your overriding memory when it comes to the BMW.